Active chassis control for a motor vehicle

ABSTRACT

An active chassis control for a motor vehicle with an adaptive control circuit for reducing body vibrations (Aactual) of the motor vehicle, in which a control unit is integrated, which, depending on a current body vibration (Aactual) or a parameter correlating therewith (a), controls a chassis actuator. The control unit is followed by an adaptive unit which adapts an actuating signal (S) generated by the control unit with a driving speed-dependent scaling factor (f(v)), in particular by generating an adapted actuating signal (S′) with which the chassis actuator can be controlled. Depending on the situation, a factor allowance (Δf) can be added to the driving speed-dependent scaling factor (f(v)) in the event of a significantly greater body vibration (Ao) in order to effectively dampen the significantly greater body vibration (Ao).

FIELD

The invention relates to an active chassis control for a motor vehicle.

BACKGROUND

In general, active or semi-active chassis systems are known in whichactive or semi-active forces can be generated in the wheel suspensionvia force-introducing or force-influencing elements in the suspension ordamping system. This makes it possible, on the one hand, to compensatefor unevenness in the road, such as bumps in the road, and to keep thevehicle body steady. Semi-active systems are used as so-called dampercontrols in series production across all manufacturers. The active andsemi-active systems are generally referred to as controlled chassis.

The control objective of controlled chassis is to reduce the bodyvibrations during driving, i.e. to calm the vehicle body over a widerange. Here, a distinction is essentially made between two frequencyranges that are relevant for passenger comfort, namely a low-frequencyrange of 0.5 Hz -3 Hz, i.e. the natural frequencies of the body (bodyvibration), and a high-frequency range of 3 Hz-20 Hz, namely theinsulation range, Secondary Ride (ride comfort).

The chassis control is aimed at minimizing the vibrations in the rangeof natural frequencies of the body without impairing the ride comfort.In order to achieve this, different control concepts are known in whichthe body control calculates control signals that have to act on thevehicle body in order to achieve the control objectives.

The subjective feeling of the vehicle occupants when body vibrations arepresent and thus the importance of damping body vibrations that occur isstrongly dependent on the driving speed. The following has been shown:In the lower speed range of the vehicle, the low-frequency bodyvibrations (0.5 to 1.3 Hz) are perceived by the vehicle occupants asunproblematic, while high-frequency vibrations in the range of 3 to 20Hz, i.e. in the insulation range, secondary ride, ride comfort), whichresult from the ride process, impair the subjective feeling of thevehicle occupant. Conversely, when the vehicle is traveling at highspeeds, low-frequency body vibrations (0.5 to 1.3 Hz) impair thesubjective perception of the vehicle occupants, while high-frequencyvibrations (3 to 20 Hz), which reduce ride comfort, are perceived asunproblematic by the vehicle occupants. In order to meet thisrequirement, according to the prior art, the control signals generatedin the body control are multiplied by a driving speed-dependent factor.This factor is small at low speeds (for example 0.5 at less than 60km/h) and large at high driving speeds (for example 1 at more than 130km/h).

A generic chassis control has an adaptive control circuit for reducingbody vibrations of the motor vehicle. A control unit is integrated intothe control loop, which controls a chassis actuator as a function of acurrent body vibration or a parameter that correlates therewith. Anadaptive unit is connected downstream of the control unit, which adaptsan actuating signal generated by the control unit with a vehiclespeed-dependent scaling factor, to be precise with the formation of anadapted actuating signal with which the chassis actuator can becontrolled. The driving speed-dependent scaling factor can be determinedin a signal generation unit as a function of the current driving speed.The following applies: as the scaling factor increases, the dampingeffect of the chassis actuator for damping the body vibrations increaseswhile at the same time reducing the ride comfort. Conversely, as thescaling factor decreases, the body vibration damping effect of thechassis actuator is reduced while the ride comfort is increased at thesame time.

If the control signals generated in the control unit are only scaled oradapted via the driving speed, a conflict of objectives arises betweenthe body vibrations and the ride comfort, especially in the lower speedrange (for example when driving through urban areas). In order to stillbe able to sufficiently dampen the body in the case of rarely occurringhigher excitations, the scaling factor of the prior art must still besufficiently large, which, however, impairs the ride comfort in thelower speed range. A further reduction in the scaling factor wouldincrease the ride comfort again significantly. However, in the case ofrarely occurring higher excitations, the body could no longer beadequately dampened.

SUMMARY

The object of the invention is to provide an active chassis control inwhich the driving comfort can be increased in a simple manner comparedto the prior art.

The invention is based on an active chassis control with an adaptivecontrol loop, with which body vibrations of the vehicle can be reduced.A control unit (i.e. body control) is integrated in the control circuit.Depending on a current body vibration or a parameter that correlateswith it, this unit controls a chassis actuator. A control signalrequired for vibration compensation of the body vibration is generatedin the control unit. The control unit is followed, along the signalingpath, by an adaptive unit, which adapts the control signal generated inthe control unit with a scaling factor that is dependent on the drivingspeed. This results in an adapted actuating signal with which thechassis actuator can be controlled. The driving speed-dependent scalingfactor can be determined in a signal generation unit as a function ofthe current driving speed. The following applies: As the scaling factorincreases, the damping effect of the chassis actuator for damping thebody vibrations increases while at the same time reducing the ridecomfort. In the same way, as the scaling factor decreases, the dampingeffect of the chassis actuator is reduced while the ride comfort isincreased at the same time. According to the characterizing part ofclaim 1, an evaluation unit is assigned to the signal generation unit.With the help of the evaluation unit, the scaling factor can betemporarily increased during driving operation depending on thesituation, for example when driving over a bump in the road, whichresults in significantly greater body vibration. The adapted controlsignal can thus be dimensioned in such a way that the chassis actuatorcan achieve effective vibration damping of the significantly greaterbody vibration.

Such a temporary increase in the scaling factor can be carried out asfollows: the evaluation unit determines an additional factor allowanceif there is significantly greater body vibration. The factor allowancecan be added to the driving speed-dependent scaling factor, namely byforming a scaling factor that can be read into the adaptive unit inorder to effectively dampen the significantly greater body vibration.

In this way, a significantly reduced scaling factor compared to theprior art can be provided in normal driving operation, particularly inthe lower speed range. In the lower speed range, the body vibration(which is unproblematic for the vehicle occupants) is therefore lessdamped. However, this is done in favor of a significantly increased ridecomfort.

On the other hand, if there is no significantly greater body vibration,the evaluation unit does not determine a factor allowance. In this case,therefore, the scaling factor read into the adaptive unit corresponds tothe scaling factor dependent on the driving speed.

The essence of the invention is that the factor for scaling the controlsignals acting on the chassis actuator is also dependent on a measure(that is, the factor allowance) that reflects the intensity of the bodyvibration.

This would lead to an unfavorable vibration behavior. Because, as soonas the body vibration becomes excessive, it can be effectively dampenedagain by temporarily increasing the scaling factor. This makes itpossible to significantly increase the ride comfort at low drivingspeeds and at the same time provide sufficient damping in the event ofunfavorable or greater excitations. The conflict of objectives betweenbody damping and ride comfort can thus be prevented.

Actuating signals, which serve to calm the body vibrations, arecalculated in a body control of any design (hereinafter referred togenerally as a control unit). These signals are scaled or adapted usinga scaling factor that is yet to be determined and made available to thechassis actuators, which set the scaled or adapted control signalsaccording to their physically possible system limits.

In contrast to the prior art, the characteristic curve for scaling thecontrol signals is expanded in two dimensions: on the one hand, ameasure for determining the intensity of the body vibration is included;on the other hand, a holding element or timer is provided. If the bodyvibration is low (i.e. during normal driving), the scaling factor issignificantly reduced in the low speed range. If a significantly greaterbody vibration is detected, the scaling factor is increased andmaintained until the body vibration is reduced again.

The challenge in determining the intensity of the body vibration is todetect it already in the first half-wave of the vibration period. Commonmethods aim to analyze the vibration behavior using moving averages(such as RMS) or low speed low-pass filters settings. The resulting timedelay would be unacceptable for the function according to the invention,since vibrations can only be detected when several complete vibrationperiods have developed.

In order to detect the vibrations as early as possible, the followingprocedure can be carried out: The vertical body acceleration in thevehicle is measured using one or more acceleration sensors. From this,the vertical body speed is calculated by integrating the bodyacceleration. The signal drift that occurs during integration is removedby a high-pass filter. In addition, a low-pass filter is used to reducenoise.

The body speed filtered in this way can then be considered in terms ofabsolute values, since only the intensity of the body vibration and notthe direction of vibration is decisive.

The filtered absolute value of the body speed is then compared with twothreshold values. If the filtered absolute value of the body speed fallsbelow a lower limit, a minimum value characteristic curve is selected asthe scaling factor. If the filtered absolute value of the body speedfalls below a lower limit, a maximum value characteristic curve isselected as the scaling factor. In between, the factor is linearlyinterpolated.

It should be noted that the minimum and maximum value characteristiccurves also depend on the driving speed. Therefore, the factor followsthe driving speed.

The body speed or the body acceleration follows directly the waveform ofthe vibration. Therefore, the scaling factor would be reduced againbefore the significantly greater body vibration has decayed. For thisreason, the following holding logic is proposed: If the body speedincreases, the scaling factor follows the body speed without delay (buttaking into account the upper and lower limits). If the body speed dropsagain without generating a new maximum value, the factor is held at itsmaximum value reached within the oscillation period for a time that canbe set. This ensures that the scaling factor remains increased for acomplete oscillation period and is not reduced again prematurely.

Aspects of the invention are highlighted again in detail below: The sizeof the current body vibration can be represented by means of a parameterthat correlates therewith, for example the body acceleration and/or thebody speed. These can be detected with a body sensor which is assignedto the evaluation unit.

The presence or absence of a significantly greater body vibration can bedetermined in the evaluation unit as follows: The evaluation unit canhave a comparator module in which the size of the current body vibration(or the parameter correlating therewith) is compared with a lower limitvalue. If the current body vibration is smaller than the lower limitvalue, the comparator module determines that a significantly greaterbody vibration is not present. In contrast to this, the comparatormodule determines the presence of a significantly greater body vibrationif the current body vibration is greater than the lower limit value. Inthis case, a factor allowance is determined by the evaluation unit.

In view of a favorable control behavior, it is important that thedriving speed-dependent scaling value is not suddenly increased by thefactor allowance. This would lead to an unfavorable vibrationalbehavior. Against this background, the following signal processing cantake place: In the case of a current body vibration between the lowerlimit value and an upper limit value, the evaluation unit cancontinuously adapt the factor allowance depending on the size of thecurrent body vibration. When the upper limit value is reached, thefactor allowance can assume a maximum value dependent on the drivingspeed. If the current body vibration is greater than the upper limitvalue, the factor allowance can remain unchanged at the drivingspeed-dependent maximum value. The driving speed-dependent maximum valuecan be part of a maximum value characteristic curve in which the maximumvalues are plotted as a function of the driving speed.

In order to effectively dampen the significantly greater body vibration,a timer can be assigned to the signal generation unit. If there is asignificantly greater body vibration, the factor allowance can be addedto the driving speed-dependent scaling factor over a predeterminedperiod of time with the aid of the timer.

The period of time specified by the timer can at least correspond to theperiod of the significantly greater body vibration. This vibration isessentially identical to the natural vibration of the vehicle body,which is usually in the range of 1.3 Hz.

All values of the driving speed-dependent scaling factor are part of aminimum value characteristic curve. A value range is spanned between theminimum value characteristic curve and the maximum value characteristiccurve, in which the values of the scaling factor read into the adaptiveunit which can be determined in the signal generation unit are located.

BRIEF DESCRIPTION OF THE FIGURES

An exemplary embodiment of the invention is described below by means ofthe appended figures. In the figures:

FIG. 1 shows a replacement model of a chassis of a motor vehicle withassociated chassis control;

FIG. 2 shows diagrams of the time profiles of different parametersduring chassis control;

FIG. 3 shows a diagram that illustrates the damping of a significantlygreater body vibration; and

FIG. 4 shows a diagram with the maximum value characteristic and minimumvalue characteristic curves.

DETAILED DESCRIPTION

In the replacement model of FIG. 1 . a vehicle body 1 is supported via asuspension/damping system 3 on a chassis, whose vehicle wheel 5 rolls ona roadway 7. The suspension/damping system 3 consists of a suspensionspring 9 and an adjustable shock absorber 11, which are supportedbetween the vehicle body 1 and the vehicle wheel 5 in FIG. 1 . Thecontrollable shock absorber 11 is integrated into an adaptive controlloop, with which a body vibration A_(actual) of the vehicle body 1 isreduced during driving.

For this purpose, the control circuit has a body sensor 13, whichdetects a body acceleration a which correlates with the currentvibration A_(actual). The body sensor 13 is connected to the signalinput of a control unit 15 in terms of signal transmission. A controlsignal required for vibration compensation of the body vibrationA_(actual) is generated in the control unit 15. An adaptive unit 17 isconnected downstream of the control unit 15 in the signal flowdirection. In the adaptive unit 17, the control signal S is multipliedby a scaling factor f, specifically by generating an adapted controlsignal S′, with which the controllable shock absorber 11 can becontrolled in order to reduce the current body vibration A_(actual).

The scaling factor f is determined in a signal generation unit 19. InFIG. 1 , this unit has a database 21, in which a characteristic curveK_(min) is stored, from which a driving speed-dependent scaling factorf(v) can be determined as a function of the current driving speed v. Thecurrent driving speed v is detected by a speed sensor 23 which isconnected to the database 21 in terms of signals. In addition, thesignal generation unit 19 has an evaluation unit 25. This consists of acomparator module 27, a determination module 29 and a timer 31. With theaid of the evaluation unit 25, a factor allowance Δf is determinedduring driving operation depending on the situation (for example whendriving over a bump in the road). The factor allowance Δf is added tothe scaling factor f(v), which is dependent on the driving speed, in asumming module 33, resulting in the scaling factor f, which is read intothe adaptive unit 17.

In FIG. 1 , a parameter correlating with the size of the detected bodyvibration A_(actual) is present at the signal input of the comparatormodule 27, namely the body speed v_(A), which follows the body vibrationA_(actual) and therefore oscillates approximately at the naturalfrequency of the body, which is, for example, at 1.3 Hz. The body speedv_(A) is generated in a converter module 35 on the basis of the bodyacceleration a detected by the body sensor 13.

The body speed v_(A) is compared in the comparator module 27 with alower limit value v_(u) and an upper limit value v_(o). If the bodyspeed v_(A) is less than the lower limit value v_(u), the comparatormodule 27 determines that there is no significantly greater bodyvibration A₀ (FIG. 2 ). In this case, no factor allowance Δf isdetermined in the determination module 29. This means that the scalingfactor f read into the adaptive unit 13 is identical to the drivingspeed-dependent scaling factor f(v). If the current body vibration issmaller than the lower limit value v_(u), the comparator module 27determines that a significantly greater body vibration A₀ is present. Inthis case, a factor allowance Δf is determined in the determinationmodule 29, which is added to the driving speed-dependent scaling factorf(v).

As long as the body speed v_(A) is between the lower limit value v_(u)and the upper limit value v_(o), the factor allowance Δf is continuouslyadjusted in the determination module 29 as a function of the magnitudeof the body speed v. When the upper limit value v_(o) is reached, thefactor allowance can assume a driving speed-dependent maximum value. Ifthe body speed v_(A) is greater than the upper limit value v_(o), thefactor allowance Δf remains unchanged at the driving speed-dependentmaximum value.

The driving speed-dependent maximum value is part of a maximum valuecharacteristic curve K_(max), which is plotted in the diagram in FIG. 4. Accordingly, the maximum values can be determined as a function of thedriving speed v from the maximum value characteristic curve K_(max). Inthe same way, all values of the driving speed-dependent scaling factorf(v) form a minimum value characteristic curve K_(min). Bothcharacteristic curves are drawn in the diagram in FIG. 4 . Accordingly,a value range is spanned between the minimum value characteristic curveK_(min) and the maximum value characteristic curve K_(max), in which thevalues of the scaling factor f that can be determined in the signalgeneration unit 19 are located.

As an example, the chassis control at a driving speed in the low speedrange of about 40 km/h (FIG. 2 , first diagram from above) is explainedbelow with reference to FIG. 2 . In this case, the body sensor 13detects a time profile of body acceleration a, which is shown in thesecond diagram from the top in FIG. 2 . From this, the time profile ofthe body speed v_(A) is calculated in the converter module 35 (see thethird diagram from the top in FIG. 2 ). The absolute value over time isshown in the fourth diagram from the top. The absolute value over timeof the body speed v_(A) is compared in the comparator module 27 with thetwo limit values v_(u) and v_(o).

As can be seen from the time course of the absolute body speed v_(A)(fourth diagram from the top in FIG. 4 ), driving takes place up to atime to on a level road surface without a bump in the road, so thatthere is no excessively large body vibration A_(actual). The comparatormodule 27 therefore determines that an excessively large body vibrationA₀ is not present. Correspondingly, the evaluation unit 25 does notgenerate any factor allowance Δf up to the point in time t₀. This meansthat the scaling factor f read into the adaptive unit 17 is identical tothe driving speed-dependent scaling factor f(v). At a driving speed of40 km/h this factor has a very low value of about 0.3 (see also FIG. 4). Such a low scaling factor f reduces the damping effect of the chassisactuator 11. However, the damping effect is reduced in favor ofincreased ride comfort, which is of great importance for occupantcomfort in the low speed range, in contrast to a damping of bodyvibrations, which are unproblematic for the vehicle occupants in thelower speed range.

At time t₀, for example, a road bump is driven over with an otherwiseeven road surface. This leads to a significantly greater body vibrationA₀, which is detected by comparator module 27. If the body vibration A₀is present, calculation module 29 calculates a factor allowance Δf. Inthe present example, the factor allowance Δf is around 0.5 (cf. alsoFIG. 4 ). A scaling factor f of approximately 0.8 therefore results insumming module 33, which factor is read into the adaptive unit 17. Withsuch a high scaling factor f, the adaptive unit 17 generates acorrespondingly adapted actuating signal S′, with which the chassisactuator 11 can effectively dampen the body vibration A₀.

If there is a significantly greater body vibration A₀, the factorallowance Δf is added to the driving speed-dependent scaling factor f(v)over a predetermined period of time Δt with the aid of the timer 31. Ascan be seen from FIG. 4 , the period of time Δt specified by the timer31 is greater than the period of the significantly greater bodyvibration A₀, which essentially corresponds to the natural bodyvibration of the vehicle body 1.

List of Reference Numerals

1 vehicle body

3 suspension/vibration damping system

5 vehicle wheel

7 vehicle track

9 suspension spring

11 adjustable shock absorber

13 body sensor

15 control unit

17 adaptive unit

19 signal generation unit

21 database

23 speed sensor

25 analysis unit

27 comparator module

29 determination module

31 timer

33 summing module

35 converter module

A_(actual) current body vibration

A₀ significantly greater body vibration

a body acceleration

v body speed

f(v) driving speed-dependent scaling factor

Δf factor allowance

f scale factor

v_(u) lower limit value

v_(o) upper limit value

K_(min) minimum value characteristic curve

K_(max) maximum value characteristic curve

S actuating signal

S′ adapted actuating signal

t₀ point in time at which a significantly greater body vibration occurs

Δt time period

1. An active chassis control for a motor vehicle with an adaptivecontrol circuit for reducing body vibrations (A_(actual)) of the motorvehicle, in which a control unit is integrated which controls a chassisactuator depending on a current body vibration (A_(actual)) or aparameter (a) correlated therewith, wherein the control unit is followedby an adaptive unit, which adapts an actuating signal (S) generated bythe control unit with a driving speed-dependent scaling factor (f(v)),namely by generating an adapted control signal (S′) with which thechassis actuator can be controlled, wherein the driving speed-dependentscaling factor (f(v)) can be determined in a signal generation unit as afunction of the current driving speed (v), and wherein in particular asthe scaling factor (f(v)) increases, the body vibration damping effectof the chassis actuator increases with a simultaneous reduction in ridecomfort, and in particular wherein, with a decreasing scaling factor(f(v)), the body vibration damping effect of the chassis actuator isreduced with a simultaneous increase in ride comfort, wherein anevaluation unit is assigned to the signal generation unit, whichevaluation unit determines, in the presence of a significantly greaterbody vibration (A_(o)), a factor allowance (Δf) that can be added to thedriving speed-dependent scaling factor (f(v)), specifically bygenerating a scaling factor (f) with which, in the adaptive unit, theadapted actuating signal (S′) can be generated in order to effectivelydampen the significantly greater body vibration (A_(o)).
 2. The activechassis control of claim 1, wherein the evaluation unit does notdetermine a factor allowance (Δf) if there is no significantly greaterbody vibration (A_(o)), so that the scaling factor (f) in the adaptiveunit corresponds to the driving speed-dependent scaling factor (f(v)).3. The active chassis control of claim 1, wherein the size of thecurrent body vibration (A_(actual)) can be represented by correlatingparameters, such as the body acceleration (a) and/or the body speed(V_(A)), and that in particular a body sensor is assigned to theevaluation unit (25), with which sensor the size of the current bodyvibration (A_(actual)), in particular its body speed (v_(A)) and/or bodyacceleration (a) can be detected.
 4. The active chassis control of claim1, wherein the evaluation unit has a comparator module in which the sizeof the current body vibration (A_(actual)) or the parameter (v_(A))correlating therewith is comparable with a lower limit value (v_(u)),and in that in particular the comparator module determines the absenceof a significantly greater body vibration (A_(o)) if the current bodyvibration (A_(actual)) is smaller than the lower limit value (v_(u)), sothat the evaluation unit does not determine a factor allowance (Δf). 5.The active chassis control of claim 4, wherein the comparator moduledetermines the presence of a significantly greater body vibration(A_(o)) if the current body vibration (A_(actual)) is greater than thelower limit value (v_(u)), so that the evaluation unit determines afactor allowance (Δf).
 6. The active chassis control of claim 5, whereinwith a current body vibration (A_(actual)) between the lower limit value(v_(u)) and an upper limit value (v_(o)), the evaluation unitcontinuously adapts the factor allowance (Δf) as a function of themagnitude of the current body vibration (A_(actual)), and/or in that inparticular when the upper limit value (v_(o)) is reached, the factorallowance (Δf) assumes a driving speed-dependent maximum value.
 7. Theactive chassis control of claim 6, wherein, when the current bodyvibration (A_(actual)) is greater than the upper limit value (v_(o)),the factor allowance (Δf) remains unchanged at the drivingspeed-dependent maximum value and in that in particular the drivingspeed-dependent maximum value is a component a maximum valuecharacteristic curve (K_(max)), in which the maximum values are plottedas a function of the driving speed (v).
 8. The active chassis control ofclaim 1, wherein a timer is assigned to the signal generation unit, andin that, in the presence of a significantly greater body vibration(A_(o)), the factor allowance (Δf) can be added to the drivingspeed-dependent scaling factor (f(v)) over a predetermined period oftime (Δt) with the aid of the timer.
 9. The active chassis control ofclaim 8, wherein the specified period of time (Δt) corresponds at leastto the period of the significantly greater body vibration (A_(o)), whichin particular is essentially the natural body vibration of the vehiclebody, which, for example, is in a range of 1.3 Hz.
 10. The activechassis control of claim 7, wherein all values of the drivingspeed-dependent scaling factor (f(v)) form a minimum valuecharacteristic curve (K_(min)) and in that in particular between theminimum value characteristic curve (K_(min)) and the maximum valuecharacteristic curve (K_(max)), a value range is spanned in which thevalues of the scaling factor (F) that can be determined in the signalgeneration unit are located.
 11. The active chassis control of claim 2,wherein the size of the current body vibration (A_(actual)) can berepresented by correlating parameters, such as the body acceleration (a)and/or the body speed (V_(A)), and that in particular a body sensor isassigned to the evaluation unit, with which sensor the size of thecurrent body vibration (A_(actual)), in particular its body speed(v_(A)) and/or body acceleration (a) can be detected.
 12. The activechassis control of claim 2, wherein the evaluation unit has a comparatormodule in which the size of the current body vibration (A_(actual)) orthe parameter (v_(A)) correlating therewith is comparable with a lowerlimit value (v_(u)), and in that in particular the comparator moduledetermines the absence of a significantly greater body vibration (A_(o))if the current body vibration (A_(actual)) is smaller than the lowerlimit value (v_(u)), so that the evaluation unit does not determine afactor allowance (Δf).
 13. The active chassis control of claim 3,wherein the evaluation unit has a comparator module in which the size ofthe current body vibration (A_(actual)) or the parameter (v_(A))correlating therewith is comparable with a lower limit value (v_(u)),and in that in particular the comparator module determines the absenceof a significantly greater body vibration (A_(o)) if the current bodyvibration (A_(actual)) is smaller than the lower limit value (v_(u)), sothat the evaluation unit does not determine a factor allowance (Δf). 14.The active chassis control of claim 2, wherein a timer is assigned tothe signal generation unit, and in that, in the presence of asignificantly greater body vibration (A_(o)), the factor allowance (Δf)can be added to the driving speed-dependent scaling factor (f(v)) over apredetermined period of time (Δt) with the aid of the timer.
 15. Theactive chassis control of claim 3, wherein a timer is assigned to thesignal generation unit, and in that, in the presence of a significantlygreater body vibration (A_(o)), the factor allowance (Δf) can be addedto the driving speed-dependent scaling factor (f(v)) over apredetermined period of time (Δt) with the aid of the timer.
 16. Theactive chassis control of claim 4, wherein a timer is assigned to thesignal generation unit, and in that, in the presence of a significantlygreater body vibration (A_(o)), the factor allowance (Δf) can be addedto the driving speed-dependent scaling factor (f(v)) over apredetermined period of time (Δt) with the aid of the timer.
 17. Theactive chassis control of claim 5, wherein a timer is assigned to thesignal generation unit, and in that, in the presence of a significantlygreater body vibration (A_(o)), the factor allowance (Δf) can be addedto the driving speed-dependent scaling factor (f(v)) over apredetermined period of time (Δt) with the aid of the timer.
 18. Theactive chassis control of claim 6, wherein a timer is assigned to thesignal generation unit, and in that, in the presence of a significantlygreater body vibration (A_(o)), the factor allowance (Δf) can be addedto the driving speed-dependent scaling factor (f(v)) over apredetermined period of time (Δt) with the aid of the timer.
 19. Theactive chassis control of claim 7, wherein a timer is assigned to thesignal generation unit, and in that, in the presence of a significantlygreater body vibration (A_(o)), the factor allowance (Δf) can be addedto the driving speed-dependent scaling factor (f(v)) over apredetermined period of time (Δt) with the aid of the timer.
 20. Theactive chassis control of claim 8, wherein all values of the drivingspeed-dependent scaling factor (f(v)) form a minimum valuecharacteristic curve (K_(min)) and in that in particular between theminimum value characteristic curve (K_(min)) and the maximum valuecharacteristic curve (K_(max)), a value range is spanned in which thevalues of the scaling factor (F) that can be determined in the signalgeneration unit are located.